Motor



G. MUFFLY.

MOTOR. APPLICATION FILED IuIY II. IQII.

1.877.?23. .Patented May III., mL

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G. MUFFLY.

MOTOR.

APPLICATION minlnv/11,1917.

Patented May 16,1921.

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MOTOR.

APPLICATION FILED IuLY II, ISH.'

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i l l" rar GLENN ll/I'UFFLY, OF CHICAGO, LLINOIS.

MOTOR.

Specilicaton of Letters Patent.

Patented May itl, 1921@ Application filed July 11, 1917. Serial No. 179,847.

To all whom it may concern.'

Be it known that l, GLENN MUFFLY, a citizen of the United States of America, and a resident of Chicago, county of Cook, and State of illinois, have invented certain new and useful Improvements in Motors, of which the following is a specification.

My invention relates mainly to internal combustion engines of the rotary type having revolving cylinders, such as described and claimed in my Patent No. 1,064,522 of June l0, 1913, and in particular to positively closing valves both rotary and other kinds, as applied to motors of the radial and revolving cylinder types.

The term radial as applied to internal combustion motors includes any such motor in which a plurality of cylinders are arranged symmetrically about the main axis of the motor with their axes in radial or nearly radial positions. rFhe cylinders of a radial motor may or may not revolve about the axis of the motor.

The terms rotary and revolving as applied to internal combustion motors in Cludes any such motor in which the cylinders revolve bodily as a unit about the axis of the motor. Rotary motors are preferably of the radial type. They may or may not include a central crank shaft, either rotary or non-rotary.

The main object of this invention is to provide a revolving cylinder internal combustion motor with an improved form of positively closing exhaust valve, whereby it is possible to employ a throttle control on such motors without causing the exhaust valve to be opened by atmospheric pressure when the motor is throttled down to a low speed. Existing types of revolving cylinder motors are defective in that the action of centrifugal force interferes therein with the proper functioning of the valves, and in that the explosions cannot be spaced at equal intervals in the revolution of the motor.

A further object is to provide in a rotary motor an improved form of mechanically operated inlet valve, controlling a port through a cylinder wall without the necessity of employing a working joint (other than one of the main bearings of the motor) in the intake passage between the source of fuel supply and the intake port, thus overcoming the difliculty that has been experienced in the use of a throttle control on rotary motors due to the leakage of air into the intake manifold and the spoiling of the mixture when the closing of the throttle has reduced the gas Within the intake passage to considerably less than atmospheric pressure.

Another object is to simplify the valve mechanism by the use of a single valve for two cylinders instead of two valves for each cylinder and by the employment of an improved form of gearing to operate the valve.

Further objects are to provide a rotary motor with a quiet valve action; and to provide a valve which is adjustable to take up wear, and in which the clearance between the valve and its seat is automatically increased as the speed of the motor increases, thus overcoming the diiiiculty that has been experienced in the application of rotary, oscillating, and reciprocating valves t0 internal combustion motors owing to the necessity of employing a tightly fitted valve to hold the gas against the force of the explosion at low speeds and a loosely fitted valve to allow for expansion and distortion of the valve at high speeds.

Still other objects are to provide in a r0- tary motor a valve mechanism which shall be entirely contained within the radius of the circle described by the heads of the cylinders, thus allowing the motor to rotate or run in a smaller circle than would otherwise be re uired; to simplify the general construction of such motors, thus reducing weight and cost of manufacture; and to insure proper functioning of the valves at all motor speeds.

An illustrative embodimentof my invention is shown in the accompanying drawings, in which:

Figure i is a top view of a six cylinder rotary motor embodying my invention.

Fig. 2 is a vertical section on the line rt-A of Fig. l. v

Figs. 3, Ll, and 5 are fragmentary sectional views taken on lines B-B, C-C, and D-D of Fig, 2 and showing different positions of the valve.

Fig.. 6 is an enlarged view of the valve and stem.

Fig. 7 is a longitudinal section on line lil- FJ of Figs. l and 2.

Fig. 8 is an enlarged sectional detail of the valve stem and gear connection.

Fig. 9 is an enlarged fragmentary detail of the connection between one of the crank pins and adjacent connecting rods.

The numerals 1 to 6 inclusive designate the respective cylinders, which are radially disposed with respect to the axis of the motor and arranged in pairs at equal angular intervals about said axis, each pair being in the same radial plane. 1n the drawings, the cylinders are numbered in the sequence in which the explosions take place therein, as will hereinafter appear.

r)The crank shaft 7 is shown bolted at its hollow intake end to the cross member 8, which is a part of the stationary supporting frame 8.1 of the motor. Three identical cylinder castings 9, 10, and 11 are bolted together and rotate as one part or unit upon the crank shaft 7, being supported at one end by the crank shaft with the bushing` 7.1 interposed, and at the other end by the antifriction bearing V12. Each cylinder casting is provided with two cylinder bores 1 and e, 2 and 5, 3 and 6 respectively, a valve chamber 13, an intake passage 111, two ports 15 connecting their respective cylinder bores with the valve chamber 13, and a flanged base 16 which forms a part of the fluid-tight crank case. The chamber 13 is conical or frustum shaped with its sides convergent inwardly of the motor, toward the shaft 7. rEhe frusto-conical housing for each chamber 13 includes wall members 13.1 integral with the adjacent cylinders. rihe air and vapor or carbureted fuel enters the crank case through the aperture 7.2 in the crank shaft as indicated by arrows, and thence passes to the intake passages 14.

Each cylinder bore is fitted with a piston 17, and each piston isnprovided with a connecting rod 18 which is secured to one of the stationary crank pins 19 and 20 by means of the split rings 18.1. Power may be delivered by any desired means connected preferably at 12.1, as will be understood referring to Fig. 7. he sprocket 12.2 is for driving an electric generator, which in connection with a battery also serves as a starting motor as will be understood. The bushing 7.1 rotates with the cylinder unit and is provided with a spark timing spiral gear or worm 7.3. Each cylinder hasa spark plug` 7.4.

rllhe motor shown operates on the fous y Vinders about the crank pin 20, making the firing order the same as the numerical sequence of the cylinders as numbered in the drawing (Fig. 1). It will be noted that this tiring order and cylinder arrangement is covered by my said United States Patent No. 1,064,522.

As will be seen by Fig. 6, the conical valve 21 is frustum shaped corresponding` with the conical or funnel-shaped chambers 13 and is provided with an inlet aperture or passage 22 designed to connect the gas pas-- sage 141 successively with each of the two adjacent cylinder ports 15. 1t is also provided with an exhaust passage 25 designed te successively connect the said adjacent cylinder ports 15 with the outward or outlet end of the valve chamber in due sequence and each .at the proper intervals. To drive the valves 21 at the proper ratio of one revolution for each two revolutions of the motor, 1 provide a driving gear or worm 26 fixed to the stationary crank shaft 7 between the pins 19 and 20, and on each valve shaft or stem 21.1 a driven gear 27 having just twice as many teeth as the gear 26. rEhe driving` gear 26 in this case does not rotate, but the driven gears 27, meshing therewith as they are carried about the axis of the driving gear, are driven about their own axes at half the speed of the motor. By forming the helical driving gear or worm 26 with spiral threads or teeth of small lead and of large helix angle, it is possible to make this gear larger than the driven gears, notwithstanding each of the latter has twice as many teeth as the former. By beveling and cutting the driven gear 27 with the teeth inclined somewhat as in a'worm wheel by means of av hob of the same form or corresponding with the driving gear 26 and set in the same relative position, a gear is produced which operates in the manner described, and which may be withdrawn with the cylinder casting from its mesh engagement with the driving gear when the motor is taken'apart. By using this type of gear 27 it is possible to Ydispose the axis of the driven gear more nearly in a true radial position than if the gear were not beveled. By this means the distance between the airisl 0f the driven gear and that of the motor is reduced to lessvthan the sum of the pitch radii of the two gears. j

The valve is thus driven at one half the speed of the motor, the motor speed being the speed of the cylinder and casing part with respect to the crank and shaft part, or vice versa. It will be understood that my invention may be employed on motors with stationary cylinders and rotary crank shafts, and on those wherein both the cylinders and crank sha ts revolve, as well as on motors with stationarycrank. shafts and ren volving cylinders. Y l V The driven gear 27 has a journal bearing 16.1 in the cylinder casting and also bears endwise against the same at 16.2 to take the thrust produced by the action of centrifugal force upon the valve 21 and its stem 21.1 which the gear 27 drives by means of the feather 28 set in the slot 21.2 of said stem, and coacting with the spline 27 .1 in said gear 27. As the speed of the motor inj creases the action of centrifugal force upon the valve and its stem 21.1 moves said stem outward endwise in thevgear 27, compressing the spring 29 until the stop sleeve 30 is brought to bear against both the nut 81 and the gear 27, as shown in Fig. 8, limiting the outward movement of the valve 21. By adjusting said nut 31 the amount of this endwise movement may be adjusted and predetermined so that at high motor speeds the valve 21 will move outward just far enough to provide the proper amount of clearance to insure against binding of the valve within its casing, but not enough to permit blowing out of the valve lubricating oil and consequent leakage of gas under high speed operating conditions.

rlhe spring 29 is strong enough to prevent the outward movement of the valve at low engine speeds, but responds to centrifugal force at the higher speeds including at and near normal speed, thus providing a tighter lit between the valve and its seat while the motor is operating at very low speeds, and a loose free-running fit at high speeds.

Any wearing away of the coacting surfaces of the valve 21 and its seat 13.1 may be compensated for by correspondingly readjusting the nut 31, that is to say by tightening said nut.

ln order to insure against possible sticking of the valve 21, by reason of its wedging inward too tightly against the conoidal seat or wall part 13.1, suitable stop means (see Fig. 8) may to advantage be provided in some instances, as where the valve is more nearly cylindrical, though not necessary where the conoidal angle is more 0bf tuse. Any tendency to stick is augmented by sudden stopping of the motor and the consequent sudden inward thrust of the valves 21 under the influence of the springs 29.

rlhe stop means illustrated in Fig. 8 comprises a collar 32, secured to the stem 21.1 by a pin 38, and a coacting thrust collar 34 mounted slidably on said stem. rlhe collar Se bears on its outer side against said collar 32 and on its inner side against the motor casing part 16, which is provided with a suitable boss or annular shoulder 35 adapted to serve as a thrust bearing. rlhe collar 3d is preferably keyed to the stem 21.1 as indicated at 36. Suitable thin shims or washers are provided at 37 by means of which the minimum seat clearance of the valve may be adjusted, as for instance by adding or removing one or more shims.

lt has been found in practice that the amount of clearance required between a rotary valve and its seat to prevent sticking at high engine speeds is too great kfor very low engine speeds, as the slower operation allows time for the high pressure of the gases during the explosion to overcome the viscosity and capillarity of the usual film of oil disposed between the valve and its seat, and to blow the oil out letting the gas leak past thevalve. Varying the clearance between the valve and its seat and consequently the thickness of the hlm of oil between these two parts directly with the speed, in such manner as to keep the valve clearance always within the range of influence of the oil to keep the valve gas-tight and also to provide for free valve movement, makes it possible to operate the motor through a much wider range of speeds than would otherwise be practicable, and at higher efliciency.

Although but one specific embodiment of this invention has been herein shown and described, it will be understood that numerous details of the construction shown may be altered or omitted without departing from the spirit of this invention as defined by the following claims.

l claim:

1. A rotary valve, a seat therefor, `a stem co-turnably attached to said valve, means for rotating said stem, said means being connected co-turnably to said stem and being slidable lengthwise with respect theretoy the connection ofthe stem to the valve being rigid and the said means for rotating the stem having splined connection thereto, axd justable means for limiting the longitudinal movement of said stem in one direction, and resilient means urging saidv stem in the opposite direction.

2. In an internal combustion motor of the revolving cylinder type, the combination of a rotary valve with a tapered seat having its end with the smaller diameter the nearer to the crank slraft, an inlet passage leading from the crank case to the smaller end of the valve, two ports in -the casing which surrounds the rotary valve, one of said ports communicating with each of two cylinders respectively, gears extending from the crank shaft, a shaft driven by said gears and passing through the inlet passage to drive the rotary valve, means urging the tapered valve against its seat, and ai stop to limit the distance which the rotary member of the valve will be raised from its seat by theaction of centrifugal force when the motor is operated at high speed.

3. ln an internal combustion motor of the revolving cylinder type, a rotary valve tapering toward the axis of the motor, supporting means therefor, yielding means urging the valve against its seat, said valve and supporting meatns being formed for ico causing and increasing clearance between the valve and its seat as the speed of the motor increases and centrifugal force moves the valve outward accordingly, and a stop to limit the clearance to a` predetermined maximum.

l. In an internial combustion motor of the port, a plurality of rotary valves mounted p exteriorly of the cylinders and operatively disposed and related to said ports ontheir outer sides respectively, each port being controlled by one olx said valves, each or' said valves having its axis of rotation other than and apart from that about which said cylinders revolve, a Vgear mounted coaXially With the revolving cylinder element, and each valve being operatively connected tol and actuatedby means ofsaid gear.A

5. A rotary motor including a frame, a central crank shaft mounted thereon, a fluid-tight rotary casing disposed coaixially about said shaft, said casing including a plurality of iluid expansion cylinders facing inward and symmetrically arranged radially about said shaft, conical rotary valves'i'or said cylinders, each valve having intake and'eXha-ust apertures, said valves having theiraxes disposed each nearly in a radial direction with their sides convergent toward' said shaft, said casing having seats disposed therein for and corresponding with said valves, yielding means urging said valves inward against their seats, said meansV being responsive to the outward thrust of vsaid valves When subjected to the centrifugal force generated under operating conditions andv adjustable stop means to limit the outward movement of 'said valves.

6. An internal' combustion revolving cylinder motor havingv a valve tapered toward the axis ol' the motor and resilient means urging said valve inward to fit tightly against its seat, and said valve beingV movf ableoutvvard somewhat by centrifugal force to provide limited clearance.

Signed at Chicagov this' 7th day of July, 1917.

Y GLENN MUFFLY. 

